Mass transit system

ABSTRACT

A mass transit system compatible with existing right-of-way usages is described. A self-propelled carriage mechanism supports the passenger compartment in both the vertical and horizontal planes by means of a vertical strut, with the passenger compartment positioned substantially above the running gear. The running gear travels within an entrenched passageway having a narrow slit at the top for passage of the strut connecting the passenger compartment and the running gear. The top surface of this compartment is suitable for use by surface traffic and a flexible closure member may be utilized to close the slit prior to and subsequent to passage of the mass transit vehicle. The passenger compartment is positioned far enough above the running gear so as to clear surface traffic and to avoid collision of the passenger compartment with other vehicles occupying the right-ofway. The entrenched passageway in which the running gear operates may be positioned in the center of a roadway between the lanes of traffic, at the edge thereof or in other right-of-way locations, as desired. Switching mechanisms are provided so that the invention may be used in feeder and trunk line-type applications as well as loop-type and car reversal methods of use.

United States Patent 91 Hartz [4 1 Feb. 12, 1974 MASS TRANSIT SYSTEM[22] Filed: Mar. 23, 1973 [21] Appl. No.: 344,092

Related US. Application Data [63] Continuation of Ser. No. 77,060, Oct.1, 1970,

abandoned.

[52] US. Cl. 104/139, 104/23 FS, 104/148 LM [51] Int. Cl. B61d 5/00,B60v'1/00 [58] Field of Search 104/88, 138-144, 104/134, 148 LM;105/141, 144

[56] I References Cited I UNITED STATES PATENTS 402,839 5/1889 Judson104/144 500,943 7/1893 Perpin 104/139 558,807 4/1896 l-leinle 104/139717,798 l/l903 Beerwald 104/139 965,768 7/1910 Van Sant 104/1392,980,034 4/1961 Harty 238/8 3,006,288 10/1961 Brown 104/138 R 3,368,4962/1968 Falk et 31.... 104/138 R 3,373,697 3/1968 l-lartje 104/23 FS3,381,627 5/1968 Hart et a1. 104/23 FS 3,483,829 12/1969 Baary 104/883,526,193 9/1970 Parshall 104/88 3,556,012 1/1971 Parshal] 104/88Primary Examiner-Robert G. Sheridan Assistant Examiner-Richard A.Bertsch Attorney, Agent, or Firm-Orland M. Christensen [5 7] ABSTRACT Amass transit system compatible with existing rightof-way usages isdescribed. A self-propelled carriage mechanism supports the passengercompartment in both the vertical and horizontal planes by means of avertical strut, with the passenger compartment positioned substantiallyabove the running gear. The running gear travels within an entrenchedpassageway having a narrow slit at the top for passage of the strutconnecting the passenger compartment and the running gear. The topsurface of this passageway is suitable for use by surface traffic and aflexible closure member may be utilized to close the slit prior to andsubsequent to passage of the mass transit vehicle. The passengercompartment is positioned far engugh above the running gear so as toclear surface traffic and to avoid collision of the passengercompartment with other vehicles occupying the right-of-way. Theentrenched passageway in which the running gear operates may bepositioned in the center of a roadway between the lanes of traffic, atthe edge thereof or in other right-of-way locations, as desired.Switching mechanisms are provided so that the invention may b efused infeeder and trunk linetype applications as well as loop-type and carreversal methods of use.

z 17 Claims, 10 Drawing Figures PATENTEUFEB 1 2 4 3:191 .308

SHEEY 1 0f 3 l NVEN TOR. 544/ J. #4222 BY M :4), M

PATENTEDFEBIZFQM 3.791.308-

' SHEEI 3 0F 3 MASS TRANSIT SYSTEM RELATED APPLICATION This applicationis a continuation of Ser. No. 77,060, filed on Oct. 1, 1970 nowabandoned.

FIELD OF THE INVENTION This invention relates to a mass transit systemand, more particularly, to an urban mass transit system for transportingindividuals from one location to another in an urban area, and which isadaptable for use with existing right-of-way usages.

PRIOR ART It is known in the prior art to position the running gear ofcable trolley cars beneath the surface of the pavement and have thetrolley car passenger compartment positioned immediately above thepavement and connected to the running gear with a vertical memberrunning down from the passenger compartment to the running gear.Similarly, it is known to'use monorail type of vehicles in which thepassenger compartment sits directly upon an elevated rail member tominimize interference with surface traffic and travels on the railmember by use of steel or rubber tire-type running gear. It is alsoknown to use trolley car systems either self-propelled or cable towedhaving steel tracks em: bedded in the surface of the roadway upon whichsteel wheels or rubber tired wheels may-run to carry the trolley on itsway. An example of such a system would be the well known cable carsystem in San Francisco. Each of these systems has the obviousdisadvantage that it interferes with the other uses of the roadbedright-ofway and frequently is limited in usefulness due to the problemspresented by the elements, such as rainfall and snow. In addition,supplying power to such transit systems in the event that they useelectrical power requires the use of overhead lines or conductorsembedded in the surface of the roadbed, either system being subject tocriticism from an aesthetic or safety point of view. Furthermore, suchsystems take up a significant right-of-way and are thus not compatiblewith existing freeway systems and rapidly increasing urban street usage;The cost of preparing right-of-way roadbeds, major undergroundexcavations, tunnels and access facilities for train-type systems orsubway systems makes their use limited to trunk-line type of operation.Noise, aesthetics and excessive cost associated with the permanentsupporting structure likewise exclude monorail systems from installationin the residential areas where mass transit system should originate.

Other types of transit systems currently in use which utilize internalcombustion engines for motive power do not suffer from the problems ofhigh installation expenses for right-of-way and roadbed. However, thistype of transit system presents even greater problems of expensiveoperation and severe air pollution as well as unacceptably high noiselevels and street congestion in urban areas. While some of theseproblems may be overcome by advances in'the technology of internalcombustion engines, it is necessaryto have a com- I pletely new conceptin mass transit to meet the competing problems of air pollution,increasing urban street congestion and increasing expense ofright-of-way installation and operation, yet adequately serve theoutlying residential areas as well as'the urban and surburban types ofneighborhoods. Such a'system must be compatible the existing usages ofthe street rights-of-way and not require new right-ofway. The systemshould also be acceptable to city dwellers and suburbanites alike froman aesthetic point of view. It must be sufficiently inexpensive topermit installation throughout suburban communities, yet haveversatility to handle high density OBJECTS OF THE INVENTION It istherefore an object of this invention to provide a mass transit systemcapable of handling a variety of passenger load densities at increasedspeed which utilizes, but yet is fully compatible with, existingright-ofway usages in urban, suburban and rural areas.

A further object of this invention is to provide a mass transit systemwhich requires no new right-of-way but uses the presently existing urbanand suburban street rights-of-way without significantly adding to thecongestion thereon.

An additional object of this invention is to provide a mass transitsystem which is substantially pollution free, is aesthetically pleasing,and which provides pleasant, unobstructed, noise-free passengercompartments with smooth riding characteristics.

It is a still further object of this invention to provide a rapidtransit system having no overhead wires, exposed tracks or other safetyhazards presently known to the prior art transit systems and which isunhampered by rain, ice, snow or bad weather.

One specific object of this invention is to provide a vehicle for use ina mass transit system which has the passenger compartment thereofseparated substantially from the running gear by means of a verticalstrut so that the running gear may be positioned beneath the surface ofa right-of-way and the passenger compartment above the surface trafficto free the right-of-way for other purposes while furnishing a means ofrapid mass transportation which is not impeded by surface trafficcongestion.

A further specific object of this invention is to provide a rapid masstransit system which may be operated in a car reversal mode, in a loopedtrack mode or which may be switched from track to track by use of anovel switching apparatus. I

One additional specifc object is to provide a mass transit system inwhich transit cars of various sizes may be utilized.

A still further object of this invention is to provide a mass transitsystem which may be adapted to use steel or rubber wheel type runninggear or air suspension with conventional electric linear induction orother types of energy sources to provide the power necessary to drivethe mass transit vehicle.

SUMMARY OF THE INVENTION The mass transit system provided by thisinvention contemplates a vehicle comprising a running gear positioned inan entrenched compartment below grade in an existing. streetright-of-way or in other locations, which is connected to a passengercompartment positioned above the running gear on one or more structuralstruts so that the passenger compartment is positioned substantiallyabove the street level, permitting the normal street traffic to passbeneath. The separation between the running gear apparatus and thepassenger compartment provides substantially noise-free, polution free,clean and comfortable passenger transportation system with essentiallyno right-of-way requirements beyond those already in use, with no newpermanent impediments to existing conventional vehicular traffic.

Entrance into the passenger compartment in the mass transit system ofthis invention is usually effected in urban areas at the second ormezzanine floor level of a building or in areas where there are nobuildings presently constructed or, in residential areas, an overheadbridge arrangement, combined with pedestrian overpasses, may be providedwherein the passengers ascend a flight of stairs and enter the cars atthat level. Means may be provided so that passengers may cross over fromone side of the overhead bridge to the other side so as to catchtheproper transit vehicle.

'rfifiuiifiiag'g; may be one of any of the wellknown apparatus presentlyused for such purposes or may be of the ground-effect type. For example,steel wheels on tracks may be used or rubber tires running upon concreteor other running surface may be advantageously employed. Theground-effect or air-pad type of support system, utilizing a support padthrough which compressed air is forced so as to raise the running gearfrom the support surface may also be used to support the weight of thevehicle and to permit it to move along itsintended path.

Should it be desired to install a transit system in which switching isnecessary, the conventional switching mechanisms presently used forsteelwheel on tracktype of running gear may be utilized for theundercarriages having steel wheels and tracks for support mechanisms.For the rubber tire upon concrete type of support system, a novelvertical stabilizing apparatus disclosed herein may be employed whichtravels along one of two or more paths to constrain the vehicle upon itsintended path. Similarly, for the ground effect type of support system,a pair of air pad-type lateral stabilizing units may be used, each torun upon one of two selected independent paths to constrain the vehiclealong its intended path.

These and other objects, advantages and attributes of this invention maybe more readily observed and understood by reference to the severalpreferred embodiments shown in the attached drawings and described indetail below. Reference is now made to the drawings wherein:

FIG. I is a front elevational view of the apparatus of this invention;

FIG. 2 is a cross sectional view of the vertical strut used in theapparatus shown in FIG. 1, taken along line 2-2;

FIG. 3 is a front elevational view, of one type of switching mechanismused in this invention;

FIG. 4 is a schematic representation of one type of switching meansutilized in this invention;

FIG. 5 shows a side elevational view of one embodiment of this inventionutilizing a pair of vertical support struts;

FIG. 6 shows a second embodiment of this invention utilizing a singlesupport strut and having a ground effect support mechanism;

FIG. 7 is a cross sectional view of the running gear portion of theembodiment of this invention shown in FIG. 6, taken along line 77thereof;

FIG. 8 shows one type of single position station for loading andunloading passengers;

FIG. 9 shows one embodiment of a two position station for loading andunloading passengers;

FIG. 10 shows a single position sidewalk access station particularlyadapted for use in urban areas.

Referring more particularly to the drawings, wherein like numeralsindicate like parts, there is seen in FIGS. 1 and 5 one embodiment ofthe mass transit system disclosed in this invention. A passengercompartment 12 having doors 11 is shown supported by a pair of struts 14and 15 which are in turn carried by the running gears 16 and 17respectively. Strut 14 is provided with a pivot means 18 directlybeneath the passenger compartment 12 and strut I5 is provided with asimilar pivot 20 also positioned directly beneath the passengercompartment. Running gears 16 and 17 are connected together by draftlink 32 at pivot points 34 and 36 respectively. This draft linkagepermits articulation between the two running gears 16 and 17, permittingthe flexibility necessary to navigate corners. The struts l4 and 15 maybe firmly connected to running gears 16 and 17 or may be carried by aspring damped connection 26 and 28 as shown in FIGS. 1 and 5. Therunning gears 16 and 17 are carried by a plurality of wheels 24 which,in turn, engage rails 38. The wheels 24 shown in FIGS. 1 and 5 comprisesteel wheels adapted to run upon steel tracks 38. However, rubber tiresmay, of course, be substituted and, in that event, the rails 38 wouldnot be present permitting the rubber tires to run directly upon thetunnel floor 37.

To maintain the necessary vertical stability a plurality of lateralstabilizing wheels 22 are provided for each running gear which engagevertical stabilizer tracks 23. These may be steel wheels on steeltracks, however, rubber tires running upon tracks 23 or directly uponthe walls 25 of the entrenched compartment 40 will provide a lesseramount of noise and vibration. A coupling 30 may be provided at each endof the transit car so as to permit connection of additional cars theretoto run the transit cars in a train. The ghost outline of asecond car 60is shown in FIG. 5 to demonstrate this mode of operation. M w HReferring part icular to FIG. l showing a front view of the transitvehicle, passenger compartment 12 is shown positioned substantiallyabove the upper surface of the pavement 56 and is carried by strut l5.Strut 15 extends downwardly to the running gear 17 through slot 42 inthe pavement 56. A rubber or other elastomeric material 45 may beutilized as slot cover 44 to prevent entrance of dirt, rain, water andsnow and other foreign materials into tunnel 4 0 butyetpefmitthe cart totravel along with the struts opening the slot cover 44 much like azipper. Strut 15 may be equipped with air jets to open slot coverwithout causing damage thereto by friction of the strut surface upon theslot cover. The running gear 17 and the surface upon which it travelsare all located inside compartment 40, which is positioned beneath theright-of-way surface 56 thus freeing the surface 56 for its normallyintended uses for conventional vehicles and pedestrians while providinga versatile mass transit system. Entrenched compartment 40 may alsocontain utilities such as telephone and electrical wires 51, watersupply 49, sewer pipe 53 and gle strut embodiment of this inventionwherein a passenger compartment 80, having door 82, is positionedsubstantially above the right-of-way level 85 on strut 84 to permitoperation of the rapid transit system without substantial interferencewith existing usages of the right-of-way. A running gear andunder-carriage 88 is connected to the passenger compartment 80 byvertical strut 84 extending upwardly through slot 86.

With reference to FIGS. 6 and 7, the running gear 88 of ground effectembodiment of the invention shown comprises a horizontallyoriented-plate 94 positioned directly above the bottom 93 of tunnel 89.Compressed air from the compressor 116 is forced downwardly through aplurality of air nozzles (not shown) in plate 94 in a sufficient volumeand pressure to cause the transit vehicle to be lifted slightly,permitting it to travel along its intended path. Drive wheels 90, whichare preferably tensioned outwardly against the compartment walls 91 byuse of springs, air cylinders, or the like are used to impart motion tothe transit car. Drive motors 92 supply the required rotational motionto the drive wheels 90.

The lower portion of the running gear 88 extends downwardly into arecess 105 which defines a pair of bearing surfaces '106 and 108 alongeach side thereof. An air cushion stabilizer 104 extends downwardly intothe recess 105 and is positioned next to one or the other of the bearingsurfaces 106 and 108. An air bearing is maintained between the aircushion stabilizer 104v and the walls of recess 105 by use of air jetsdirected outwardly from the air cushion stabilizer 104. Bearing surfaces106 and 108 define separate tracks for switching purposes and, dependingupon which track is desired, the air cushion stabilizer 104 ispositioned by switching cylinder110 so that air from the air cushionstabilizer 104 impinges upon the walls of bearing surface 106 or 108 andconstrains the running gear to travel along the path so chosen.

A vertical stabilizer air pad and switching apparatus is positioned atthe upper portion of compartment 89. An upper pair of bearing surfaces98 and 99 and a lower pair of bearing surfaces 100 and 101 defineseparate tracks for switching purposes and a lateral stabilizer air pad96 is positioned therein. Air pad 96 is constructed and arranged toimpinge air upon one or the other of the pairs of bearing surfaces. Theposition of the vertical stabilizer air pad 96 may be changed from afirst position as shown in FIG. 7, wherein the air from the verticalstabilizer air pad impinges upon bearing surfaces 100 and 101 to asecond position (shown in outline) wherein the vertical stabilizer airpad impinges air upon bearing surfaces 98 and 99. Movement of thevertical stabilizer air pad 96 from one position to the other may beeffected by use of a switching cylinder 102 thus causing the vehicle tofollow the path defined 6 by the bearing surfaces upon which the airfrom air pad 96 impinges.

Electrical power is provided to the running gear and utilities of thetransit car shown in FIGS. 6 and 7 through use of conductors 112 whichare engaged by brushes 114. The schematic arrangement shown may then beused to distribute the power to various pieces of equipment in therunning gear and passenger compartment or any other suitabledistribution system well known in the art may be utilized.

'- A pivot 103 is shown positioned in the running gear approximatelymid-way between the vertical stabilizer air pad 96 and the air cushionstabilizer 104. By.regulating the amount of air which is ejected fromeach side of air pad 94, leaning or swaying of the passenger compartmentmay be substantially counteracted and controlled to within an acceptableamount. Advanta geously, the degree of sway or leaning of the passengercompartment 80 would be sensed by a computer input sensor located in thepassenger compartment 80 and the sway counteracted by means of aservomechanism operative upon the running gear. Alternately, thepressure applied to the drive wheels may be varied in response to a swaysensor so that strut 84. may be main tained in its vertical positionthrough articulation of pivot 103. Another means to maintain the desiredstability and orientation would be to use a more conventionalarrangement of hydraulic servo-cylinders to control the angle acrosspivot 103 in response to the sway sensor.

Referring particularly to FIG. 2, a cross section of one embodiment ofthe strut 15 is shown. The particular configuration is chosen with theradius of the arcs at 48 being substantially equal to the outer radiusof the slot at 42a. The interior curve 46 of the strut is chosen to besubstantially equal to the radius of curvature of the slot at 42bindicated by the curvature radius R. This configuration provides themaximum amount of material for use in the strut l5 commensurate with therequisite ability to traverse a curved section of the slot.

In FIGSQ3 and 4 details of one embodiment of the switching mechanismused in this invention are shown. Stabilizer wheels. 136 and 138 areprovided in this embodiment to serve the function of lateralstabilization and switching of the car from one trackto another. Thelateral stabilizer air pad and switching apparatus shown in FIGS. 6 and7 could serve here equally well. In the embodiment shown in FIG. 3, thestabilizer wheel 136 is forced outwardly against either upper rightswitching track or lower right switching track 132. The stabilizer wheel138 is forced outwardly against either upper left switching track 131 orlower left switching track 133. The stabilizer wheels are constructedand located so as to keep strut 84 located substantially in the middieof slot 42 at all times. Slot 42 splits intotwo tracks 42R and 42L,which define the path of the strut 84 whenever the transit car traversesthe slot chosen. The right upper switching track 130 and left upperswitching track 131 define the path of the stabilizer wheels 136 and 138respectively whenever the transit car takes the left hand path definedby slot 42L. Guide 134 is positioned so that wheel 138 may engage it atthe time stabilizer wheel 136 passes slot 42R which eliminates a portionof the right upper switching track 130. To traverse the straight pathdefined by slot 42R, the stabilizer wheels 136 and 138 are lowered intothe position at which they engage right lower switching track 132 andleft lower switching track 133 respectively. When traveling upon thispath, the transit car will proceed straight ahead along the path definedby slot 42R. Switching cylinders and 142 are utilized to raise and lowerthe stabilizer wheels 136 and 138 respectively.

Referring now to FIGS. 8 through 10 three different embodiments of themany types of passenger loading and unloading stations suitable for usewhen the transit system described in this invention are shown. Ofcourse, in urban areas, entrance into and exit from the transit vehicleswill usually be accomplished at the mezzanine level or second floor ofexisting buildings. However, in areas which do not have suitablebuildings, structures as shown in FIGS. 8 through 10 may be constructedand utilized. In FIG. 8, a passenger loading station is shown for useover a normal street in an urban area with the transit system operatingin the center thereof between the lanes of traffic. The road surfaceshas a slot 152 cut therein which communicates with a tunnel 154containing the running gear and associated apparatus for drivingthe'transit car. A curb (not shown) may be provided at each side of theslot 152 if desired to aid in maintaining traffic flow away from theslot. Strut 156 carries the passenger compartment 158 well above thelevel of the streets so as to not interfere with the normal surfacetraffic functions of the roadway below. Stairways 160 and 161 areprovided at each side of th e statio n and may be positioned at onesidepr the other of the sidewalks 162 and 163 respectively. Thepassenger loading platform 164 and 165 is provided at the proper levelfor entering the passenger compartment 158 and is supported overhead byarch 166. Movable sections 168 and 169 are moved inwardly whenever atransit car is not present so that the station serves as a pedestrianoverpass, or in the event of two-way operation as depicted in FIG. 9, sothat passengers may move from one side to the other for. the purpose ofboarding the proper transit car or to exit on the desired side of thestreet. The movable sections 168 and 169 are retracted whenever atransit vehicle approaches so that it may enter unimpeded into theloading position shown in FIG. 8.

A second embodiment of the transit system of this in vention for use atthe center of an existing roadway is shown in FIG. 9. In thisembodiment, a pair of offsettype transit vehicles are shown havingpassenger compartment 170 and 171, struts 172 and 173 respectively andrunning gear tunnels 174 and 175 respectively positioned beneath theroadway 176 at theapproximate center thereof. Struts 172 and 173 passdownwardly through the roadway through slots 178 and 179 respectively.In this embodiment the strut attaches to the side of the passengercompartment rather than at the middle so that a pair of transit vehiclesmay pass side by side without having the slots through the roadwayspaced far apart. Thus, a minimum amount of the existing roadbed will bedisrupted through use of the transit system. The station shown in FIG. 9has an' overhead walkway 180 provided so that passengers may pass fromone side of the street to the other and also so that they may entereither of the carsas desired. Stairways 181 and 182 arepositioned uponsidewaks 183and 184 respectively and connect with the passenger loadingplatforms 185 and 186 respectively.

' FIG. 10 shows a third embodiment of the passenger boarding stationparticularly for use in urban areas in which there is a sidewalk presentwith a parking strip between the sidewalk and the curbing. In FIG. 10 astreet surface 190 is shown with a curb 191 at the edge thereof.Immediately adjacent the curb 191 is a slot 192 extending downwardlyinto tunnel 193 which houses the running gear for the transit car. Strut194 extends upwardly to passenger compartment 195 positioned above thestreet level so as to not interfere with the normal usages associatedwith the street and sidewalk. Sidewalk 196 is positioned inwardly fromthe parking strip 197 and separated therefrom by a fence or railing 198.A stairway 199 is provided extending upwardly from the sidewalk 196 tothe passenger loading platform 200. A roof 201 may be provided toprotect the passengers from the elements while waiting for the transitcar. Railing 202 and other safety features may be provided as needed.

The novel mass transit system of this invention thus provides a systemcompatible with existing right-of-way usages of streets and alleys andthe like which may be combined with the utilities required to service ac0mmunity. A safe, effective rapid mass transit system thus resultswhich is aesthetically pleasing and eliminates the drawbacks previouslyencountered with rapid transit systems heretofore known. The relativelylow costs involved to prepare and operate the system make it conducivefor use in serving residential areas effectively yet permits the use oflarger vehicles on trunk lines adding the necessary versatilitycompletely lacking in prior art transit systems. Small to medium sizedcars may be used in residential areas while larger cars or several carsconnected together may be used in areas of high population density orurban areas in which a large number of people must be transported fromone location to another. The present design of existing streets, roads,and freeways willpermit the installation of this mass transit system asa part thereof without the need of condemning additional right-of-way byplacing the entrenched compartment and slot in the median strip orunderneath the roadway shoulders. The simple and effective switchingmeans permits the rapid transit cars to enter and leave trunk lines toserve outlying communities or to bring passenger loads into the highdensity urban area. The air pollution problem associated with internalcombustion powered transit systems is eliminated by the use ofelectricity to provide the power necessary to operate the transitvehicle.

Many modifications to this basic rapid transit system concept will, ofcourse, be immediately obvious to one skilled in the art and suchmodifications are intended to be within the scopeand spirit of thisinvention.

What is claimed is:

1. A mass transit system comprising: an elongate passageway means, atleast a portion of which underlies and is substantially parallel to aroadway, said passageway means defining running surfaces, said runningsurfaces having reaction surface means therein for providing verticaland overturning moment reaction components, said passageway means'co'mmunicating with ground level through a single elongate slot;

running gear means positioned for movement within said passageway meansupon said running surfaces;

strut means connected to and supported by said running gear means andextending upwardly through said slot into supportive engagement with aload carrying compartment means, the upwardly extending height of saidstrut positioning said compartment means a distance above ground levelwhereby pedestrian and vehicular traffic traversing said roadwayatground level and parallel to said passageway means can pass underneathsaid compartment 7 v H W M 2. The mass transit system of claim 1 whereinsaid slot has a flexible closure positioned at the level of said roadwaycovering said slot in the absence of said strut. 3. The mass transitsystem of claim 1 wherein twoor more t a di s s ay means@FlEhJQPLLWlQfiD with ground level through a single elongate slot intersect and include selective switching mechanism to permit said runninggear means to transfer from one passageway means to another passagewaymeans.

4. The mass transit system of claim 3 wherein said selective switchingmechanism cormprises:

at least two vertically separated, substantially horizontally extendingguide surfaces, one of said guide surfaces following the path of onepassageway means, and at least a second guide surface following the pathof said other passageway means; vertically extensible and retractablefollower means on said running gear means so arranged thereon as to beselectively positionable to follow one of said guide surfaces. 5. Themass transit system of claim 1 further comprising a plurality ofpassenger loading platform means po-.

sitioned at the level of said load-carrying compartment. 6. The masstransit system of claim 5 wherein said platform means comprises apedestrian overpass means adapted to permit passage of pedestriansacross said roadway.

7. The mass transit system of claim 6 further comprising movableplatform sections retractable to permit passage of said compartmentthrough said platform means.

8. The mass transit system of claim 1 wherein said running gear meanscomprises at least one support mechanism having a plurality of wheelsadapted to engage said running surfaces.

9. The mass transit system of claim 1 wherein said running gear meanscomprises at least one ground effect support means.

10. A mass transit vehicle capable of being used in an elongatepassageway means, at least a portion of which is substantially parallelto a roadway, said passageway means defining running surfaces, saidrunning surfaces having reaction surface means therein for providingvertical and overturning moment reaction components, said passagewaymeans communicating with ground level through a single elongate slot,said vehicle comprising:

running gear means positioned for movement within said passageway meansupon said running surfaces,

strut means connected to and supported by said running gear means andextending upwardly through said slot into supportive engagement with aload carrying compartment means, the upwardly extending height of saidstrut means positioning said compartment means a distance above groundlevel whereby pedestrian and vehicular traffic traversing said roadwayat ground level and parallel to said passageway means can passunderneath said compartment means.

11. The mass transit vehicle of claim 10 wherein said running gear meanscomprises at least one support mechanism having a plurality of wheelsadapted to engage said running surfaces.

12. The mass transit vehicle of claim 10 wherein said running gear meanscomprises at least one ground effect support means.

13. The mass transit vehicle of claim 10 wherein said running gear meanscomprises a pair of separate carriage elements separately pivotallyarticulated together and wherein said strut means comprises a pair ofsubstantially vertical elements, each of said vertical elementsextending upwardly from one of said carriage elements to saidcompartment means.

14. The mass transit vehicle of claim 10 further comprising:

selectively positionable guide means on said running gear to selectivelyengage corresponding guide surfaces in said passageway means, said guidesurfaces defining disparate paths so as to constrain said vehicle on oneof said paths at intersections of two or more passageway means.

i 15. The mass transit vehicle of claim 14 wherein said guide meanscomprises:

a vertically extensible and retractable guide member so arranged as toselectively engage one of at least two horizontally extending,stationary, vertically separated guide paths in said passageway means.

16. A strut for use in a mass transit system comprising an elongatepassageway means communicating with ground level through two adjacentspaced surfaces defining a single elongate slot, said passageway meansand said slot having curved sections, said curved sections of said slotdefined by an insidev curved surface and an outside curved surface, eachof said curved surfaces having a determinable radius of curvature,running gear means positioned for movement in said passageway means, anda load carrying compartment means, the strut comprising:

a vertically elongate member connected to and supported by said runninggear means and extending upwardly into supportive engagement with saidload carrying compartment means, said member in the region of said slothaving an outside and an inside exterior wall means defining in lateralcross section a compound curve on each side of said member, said curveof said outside wall means having a convex forward portion having aradius of curvature substantially equal to said determinable radius ofcurvature of said outside curved surface, a concave central portion andconvex rearward portion having a radius of curvature substantially equalto said determinable radius of curvature of said outside curved surface,said curve of said inside wall means having convex forward and rearwardportions and a concave centralxportion having a radius of curvaturesubstantially equal to said determinable radius of curvature of saidinside curved surface.

17. The strut of claim 16 wherein the concave portion of said curve ofsaid outside wall means has a radius of curvature substantially equal tosaid determinable radius of curvature of said inside curved surface andthe convex portion of said curve of said inside wall means has a radiusof curvature substantially equal to the determinable radius of curvatureof said outside curved surface.

1. A mass transit system comprising: an elongate passageway means, atleast a portion of which underlies and is substantially parallel to aroadway, said passageway means defining running surfaces, said runningsurfaces having reaction surface means therein for providing verticaland overturning moment reaction components, said passagewaycommunicating with ground level through a single elongate slot; runninggear means positioned for movement within said passageway upon saidrunning surfaces; strut means connected to and supported by said runninggear means and extending upwardly through said slot into supportiveengagement with a load carrying compartment means, the upwardlyextending height of said strut positioning said compartment means adistance above ground level whereby pedestrian and vehicular traffictraversing said roadway at ground level and parallel to said passagewaycan pass underneath said compartment.
 2. The mass transit system ofclaim 1 wherein said slot has a flexible closure positioned at the levelof said roadway covering said slot in the absence of said strut.
 3. Themass transit system of claim 1 wherein two or more of said passagewaysmeans each communicating with ground level through a single elongateslot intersect and include selective switching mechanism to permit saidrunning gear means to transfer from one passageway means to anotherpassageway means.
 4. The mass transit system of claim 3 wherein saidselective switching mechanism cormprises: at least two verticallyseparated, substantially horizontally extending guide surfaces, one ofsaid guide surfaces following the path of one passageway means, and atleast a second guide surface following the path of said other passagewaymeans; vertically extensible and retractable follower means on saidrunning gear means so arranged thereon as to be selectively positionableto follow one of said guide surfaces.
 5. The mass transit system ofclaim 1 further comprising a plurality of passenger loading platformmeans positioned at the level of said load-carrying compartment.
 6. Themass transit system of claim 5 wherein said platform means comprises apedestrian overpass means adapted to permit passage of pedestriansacross said roadway.
 7. The mass transit system of claim 6 furthercomprising movable platform sections retractable to permit passage ofsaid compartment through said platform means.
 8. The mass transit systemof claim 1 wherein said running gear means comprises at least onesupport mechanism having a plurality of wheels adapted to engage saidrunning surfaces.
 9. The mass transit system of claim 1 wherein saidrunning gear means comprises at least one ground effect support means.10. A mass transit vehicle capable of being used in an elongatepassageway means, at least a portion of which is substantially parallelto a roadway, said passageway means defining running surfaces, saidrunning surfaces having reaction surface means therein for providingvertical and overturning moment reaction components, said passagewaymeans communicating with ground level through a single elongate slot,said vehicle comprising: running gear means positioned for movementwithin said passageway means upon said running surfaces, strut meansconnected to and supported by said running gear means and extendingupwardly Through said slot into supportive engagement with a loadcarrying compartment means, the upwardly extending height of said strutmeans positioning said compartment means a distance above ground levelwhereby pedestrian and vehicular traffic traversing said roadway atground level and parallel to said passageway means can pass underneathsaid compartment means.
 11. The mass transit vehicle of claim 10 whereinsaid running gear means comprises at least one support mechanism havinga plurality of wheels adapted to engage said running surfaces.
 12. Themass transit vehicle of claim 10 wherein said running gear meanscomprises at least one ground effect support means.
 13. The mass transitvehicle of claim 10 wherein said running gear means comprises a pair ofseparate carriage elements separately pivotally articulated together andwherein said strut means comprises a pair of substantially verticalelements, each of said vertical elements extending upwardly from one ofsaid carriage elements to said compartment means.
 14. The mass transitvehicle of claim 10 further comprising: selectively positionable guidemeans on said running gear to selectively engage corresponding guidesurfaces in said passageway means, said guide surfaces definingdisparate paths so as to constrain said vehicle on one of said paths atintersections of two or more passageway means.
 15. The mass transitvehicle of claim 14 wherein said guide means comprises: a verticallyextensible and retractable guide member so arranged as to selectivelyengage one of at least two horizontally extending, stationary,vertically separated guide paths in said passageway means.
 16. A strutfor use in a mass transit system comprising an elongate passageway meanscommunicating with ground level through two adjacent spaced surfacesdefining a single elongate slot, said passageway means and said slothaving curved sections, said curved sections of said slot defined by aninside curved surface and an outside curved surface each of said curvedsurfaces having a determinable radius of curvature, running gear meanspositioned for movement in said passageway means, and a load carryingcompartment means, the strut comprising: a vertically elongate memberconnected to and supported by said running gear means and extendingupwardly into supportive engagement with said load carrying compartmentmeans, said member in the region of said slot having an outside and aninside exterior wall means defining in lateral cross section a compoundcurve on each side of said member, said curve of said outside wall meanshaving a convex forward portion having a radius of curvaturesubstantially equal to said determinable radius of curvature of saidoutside curved surface, a concave central portion and convex rearwardportion having a radius of curvature substantially equal to saiddeterminable radius of curvature of said outside curved surface, saidcurve of said inside wall means having convex forward and rearward,portions and a concave central portion having a radius of curvaturesubstantially equal to said determinable radius of curvature of saidinside curved surface.
 17. The strut of claim 16 wherein the concaveportion of said curve of said outside wall means has a radius ofcurvature substantially equal to said determinable radius of curvatureof said inside curved surface and the convex portion of said curve ofsaid inside wall means has a radius of curvature substantially equal tothe determinable radius of curvature of said outside curved surface.